HRM

I think this E has gone beyond Super. I'd say Ultra, but Mooney already snagged that one I will say that I didn't see AC controls, so that E is going to be Super hot in the summer with that paint job. Other than the paint, what was done to that E would be what I would do to The Mistress if I hit the lottery. IIRC, you can add AC to an E for 30 AMU--they should have gone all the way.

I think it depends on how bad your current plastic is. I thought the repairs went quite well myself.

Not for those of us that kept the swept antennae.

Everyone here is Mooniacal. Be afraid, be very afraid...unless you fly an E, then you can just be Super.

Indeed, mea culpa. I saw the thread drift and thought I might get it back onto an oil problem

What's normal?

I have the same feeling, but I will add the swept "Buck Rodgers" antennae to the list. Frankly, how do you judge a landing without the retractable step? So easy: good landing, step is there; bad landing, you are going to have to jump off the wing.

You could no doubt buy all the tea in China for what these wingtips will cost.

Of course, the time to question these things is at sale, and then one explores the legality of the issue. For those of us that fly <100 hrs/year, it makes sense to just do it all at once. I frankly think that since the FAA requires inspections on props and engines, they too deserve logbooks that "stand alone" from the airframe, just like the pilot, who, as you all know, also has a logbook. My original question got answered. The airframe inspection and the aircraft annual is independent of the prop and engine as long as the engine and prop are current in 100 hour inspections. It makes fiscal sense for one IA to do it all. Makes even more sense that the IA is the A&P.

Hmmmm...now I am intrigued. Steve/PPL/M20J/Helicopter Rated/Avidynes/probably IFR... Oh, to be fair: Harley R Myler/N5976Q/KBPT--just Google me (1,350,000 results )

A big thanks to all for the hints. In a freaky sort of way I am looking forward to getting back and pulling the cowling!!! The other thing I noticed in reading through the suggestions is how a similar thread might be found on the geriatric urology board--I hate getting old.

Thanks, a good place for me to look when I get back and pull the cowling. Her 52nd birthday is coming up next month, so she's definitely not getting any younger.

Speaking of oil, here's my situation... So, just before annual I have a heavy drip over the nose wheel. No noticeable oil loss on the stick but enough to have wifey saying "oooo...look!' when she saw it (and she never flies in it). My IA asks before I take her to him (The Mistress, not the wife) if there are any squawks and I tell him that the oil leak must go. An AMU and an R&R on #4 later with new pushrod and the leak over the wheel is gone. Go down to the hangar Saturday (after getting plane back Friday) and notice fresh oil on the nose wheel door (pilot side). I wipe it off and attribute it to post annual residual Fly for an hour, started on two blades, everything perfect, new donuts yield a squeaky landing, push her back in the hangar and... Took photo, contacted IA (in Reno for air races) and left (commercial) for Orlando--no time to pull cowling and look. So, for two days I have been fretting over this, but then I wondered if this might be the symptom of a loose oil drain fitting--I have one of those quick valves on there and I am thinking that it may not have been wired after the oil change. I can't even remember if it gets wired. Would this look like this?

I took a closer look at the stickers and indeed, the prop and engine ones say 100 hour. The airframe one says annual. The reality is that the IA just inspects and then signs off on having inspected. An A&P or owner can do all the 'work' under applicable rules, then the IA comes in and inspects then the whole thing gets wrapped up and flown away. Of course, the A&P can also be the IA or even the owner, so things get muddled.

So, I just got my E back from Annual and, as always, I have three stickers for my logs--airframe, engine and prop. Since I am also readying for 'owner assisted' annuals sometime in the future, I've been studying up on the annual process. It occurred to me that the annual can be partitioned into three parts, as per the stickers. Could you, in theory, have three different IA's sign off on those parts? Like IA1 comes in and does prop, IA2 does engine and IA3 does airframe.

They look awfully happy in the back seat there.

Flew her this morning....very happy...my landing was so good she put the step down for me:

Not an E, even though they are Super.

Really depends on the runway. At KEDC, where you have 1.1 mile, go ahead and land, slow down a bit and then take off. That short roll gives your brain time to regroup. During transition my CFI would not allow a T&G, he insisted that I pull off and taxiing around. As others have said, the whole process of landing a Mooney then configuring her for TO is, well, busy.

Just got The Mistress back from annual yesterday, took her up this morning at 0930 CST. Almost got to KLFK before the weather started in. Got back to find a bad oil leak

It really comes down to personal preference, this isn't a 'mission' thing at all unless the mission is resale. I frankly like the classic Mooney panel and plan to put in it what will work for me (and my wallet!). I don't want to have to internally decide what to look at from a glittering array of screens, it's just the old 'KISS' principle for me. What I really like is the dual G5 plan with the holy four (ALT, ASI, TC, VSI) on each side.

Less is more.

Does it have the external power port? <<nevermind, it doesn't )

I called and chatted with Dynon and think they dropped the ball by not having an AI/DG combo like Garmin. When you go just a D-10A you still have to keep your vacuum system. When you get the dual G5 set-up, out with the pump. From their site: All of the other functions that the EFIS-D10A can provide are supplemental in nature. Strictly speaking, the EFIS-D10A is a replacement for your attitude indicator. All other capabilities, such as airspeed and altitude, can be suppressed. All of your other primary flight instruments are required to remain in your aircraft.

Cut 'n paste from the Savvy email I received